An initiative from the new government raises expectations
The 153-year-old tramway in the West Bengal metropolis of Kolkata, in north-eastern India, is still running. Yet for how much longer it will continue to do so, and how realistic the prospects for a comprehensive modernisation are, remains difficult to assess at present – although a new government initiative might give some hope for a change in policy.
In its current state, the tramway system is little more than a shadow of its former self. Only two routes remain from what was once a network of more than thirty, and even these see no more than four or five tramcars in service each day. Depending on traffic conditions, this results in headways of between 30 and 45 minutes – hardly an attractive service, particularly when compared with the situation some 20 years ago, when trams generally operated every few minutes on each route section.
For many years, however, Kolkata’s tramway appeared to have a much brighter future than any of India’s other tram systems, all of which disappeared by the 1960s. An extensive and largely uncoordinated bus network took over much of their role until the construction of larger metro systems across the country gathered pace only around 20 years ago. Kolkata itself had already opened India’s very first metro line in 1984, and the network has since grown to three routes.
Modernisation and decline
Although repeated attempts have been made to modernise the tramway since the 1980s, including the cautious introduction of new tramcars with more modern bodywork, more and more routes gradually disappeared. Construction works for the Metro, elevated roads and other infrastructure projects were often cited as the reason. In many cases, however, routes were simply abandoned in order to provide even more road space for the already overwhelming volume of private traffic. Moreover, the not always transparent redevelopment of former depots and other tramway properties has also contributed to the system’s decline.
Among the more significant modernisation measures in recent years has been the renewal of track and track alignment on a number of sections, carried out with substantial support from tramway specialists from Melbourne, Australia. As a result, the track on the two remaining routes – Route 5 (Esplanade – Shyambazar) and Route 25 (Esplanade – Gariahat) – is now in relatively good condition. However, the alignment of the tracks remains problematic in places, particularly where they run in the middle of one-way streets carrying opposing tram traffic. Combined with Kolkata’s heavy and often highly undisciplined road traffic, this regularly leads to remarkable traffic situations. Somehow, though, the trams always manage to get through, albeit often only slowly and accompanied by plenty of bell-ringing, horn-blowing and animated gesturing from everyone involved.
Creating clearly segregated tram reservations would be perfectly feasible on a number of the city’s wider streets and could significantly improve operations. In fact, several of the routes that have since been abandoned once included lengthy sections on their own reserved right-of-way.
A few years ago, the Calcutta Tram Users Association (CTUA) was established to campaign for the preservation and modernisation of the tramway. Using a variety of approaches, the organisation seeks to build public and political support for the system. We previously reported on these developments in 2021:
https://www.urban-transport-magazine.com/en/uncertainty-and-new-hope-calcuttas-tramway/
Plans for a comprehensive modernisation of the infrastructure and the procurement of an entirely new fleet are already on the table. The proposed vehicles would offer a contemporary standard of service without necessarily having to comply with the highly demanding and costly technical standards commonly applied in Western countries. According to these proposals, such tramcars could be designed and manufactured by India’s own rolling stock industry.
Rolling Stock
While there were some 400 trams in the fleet in the 1990a, the current operational fleet comprises just 22 tramcars, and not even all of them are actually serviceable at any given time. All trams is in a more or less worn condition, including the four-axle cars built between 2011 and 2013 using refurbished components. The remaining articulated six-axle cars of older design are in an even poorer state. All of the six-axle vehicles that received new bodies some 15 to 20 years ago have since been withdrawn from service.
The experience of travelling on Kolkata’s trams is perhaps best described as ‘basic’. Loud traction motors, far from smooth controller operation, hard seating and minimal suspension comfort are accompanied by the noise and hectic atmosphere of the surrounding road traffic. Together, these factors continue to make every journey a memorable experience, not only for occasional tourists but also for transport enthusiasts and professionals alike.
A modern tramway operation would also require a complete renewal of the depot facilities. The only operational depot, located at the Gariahat terminus, is thoroughly outdated and inadequately equipped, allowing only the most basic maintenance work. The main workshops on Route 25 are likewise in need of complete reconstruction.
The “Tramworld” museum, located within the Gariahat depot complex, was closed again in 2024, although most of the derelict tramcars formerly displayed there can still be found standing on the site.
A new chance?
A modern tramway would undoubtedly have every opportunity to become a valuable component of Kolkata’s public transport network while requiring comparatively modest investment when set against the cost of constructing additional metro lines. Until now, however, the necessary political commitment has been lacking.
In 2024, the Government of West Bengal even announced its intention to close the remaining tram routes altogether, considering only the retention of a short heritage line for tourists. Fortunately, nothing has yet come of these plans, and the tramway continues to operate, albeit on only two routes. Without any meaningful investment, however, its eventual closure remains only a matter of time.
Fresh hope has emerged following the change of government in West Bengal a little over two months ago. The new administration has expressed its support for plans to modernise and significantly expand the tramway network, and has just commissioned a study to examine options for new routes, segregated rights-of-way and modern rolling stock. Among the proposals is even a new tram route to the city’s emerging development areas in eastern Kolkata, along with several others. Initial findings are expected within just 30 days.
There is therefore cautious optimism that the situation may finally begin to change for the better, and that both the responsible public authorities and the state government will recognise the opportunities that a modern tramway could offer Kolkata. Cities around the world demonstrate every day how successful modern tram systems can be. Perhaps, in time, Kolkata itself could even become a model for other Indian cities once the benefits of a revitalised tramway can be seen in everyday operation.
